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EP3458738B1 - Scheibenbremse für ein nutzfahrzeug, bremsbelag und bremsbelagsatz - Google Patents

Scheibenbremse für ein nutzfahrzeug, bremsbelag und bremsbelagsatz Download PDF

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Publication number
EP3458738B1
EP3458738B1 EP17725184.0A EP17725184A EP3458738B1 EP 3458738 B1 EP3458738 B1 EP 3458738B1 EP 17725184 A EP17725184 A EP 17725184A EP 3458738 B1 EP3458738 B1 EP 3458738B1
Authority
EP
European Patent Office
Prior art keywords
brake
pad
adapter
disc
hold
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP17725184.0A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP3458738A1 (de
Inventor
Tobias Fischl
Wolfgang Pritz
Andreas Petschke
Josef Schropp
Julian Cato Dahlenburg
Markus Bartel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE102017105641.6A external-priority patent/DE102017105641B4/de
Priority claimed from PCT/EP2017/057857 external-priority patent/WO2017198387A1/de
Application filed by Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Publication of EP3458738A1 publication Critical patent/EP3458738A1/de
Application granted granted Critical
Publication of EP3458738B1 publication Critical patent/EP3458738B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F16D55/02—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members
    • F16D55/22—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads
    • F16D55/224—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members
    • F16D55/225—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads
    • F16D55/226—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads in which the common actuating member is moved axially, e.g. floating caliper disc brakes
    • F16D55/2265—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads in which the common actuating member is moved axially, e.g. floating caliper disc brakes the axial movement being guided by one or more pins engaging bores in the brake support or the brake housing
    • F16D55/227—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads in which the common actuating member is moved axially, e.g. floating caliper disc brakes the axial movement being guided by one or more pins engaging bores in the brake support or the brake housing by two or more pins
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/04—Bands, shoes or pads; Pivots or supporting members therefor
    • F16D65/092—Bands, shoes or pads; Pivots or supporting members therefor for axially-engaging brakes, e.g. disc brakes
    • F16D65/095—Pivots or supporting members therefor
    • F16D65/097—Resilient means interposed between pads and supporting members or other brake parts
    • F16D65/0973—Resilient means interposed between pads and supporting members or other brake parts not subjected to brake forces
    • F16D65/0974—Resilient means interposed between pads and supporting members or other brake parts not subjected to brake forces acting on or in the vicinity of the pad rim in a direction substantially transverse to the brake disc axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F16D55/02—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members
    • F16D55/22—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads
    • F16D55/224—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members
    • F16D55/225—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads
    • F16D55/226—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads in which the common actuating member is moved axially, e.g. floating caliper disc brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/04—Bands, shoes or pads; Pivots or supporting members therefor
    • F16D65/092—Bands, shoes or pads; Pivots or supporting members therefor for axially-engaging brakes, e.g. disc brakes
    • F16D65/095—Pivots or supporting members therefor
    • F16D65/097—Resilient means interposed between pads and supporting members or other brake parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/04—Bands, shoes or pads; Pivots or supporting members therefor
    • F16D65/092—Bands, shoes or pads; Pivots or supporting members therefor for axially-engaging brakes, e.g. disc brakes
    • F16D65/095—Pivots or supporting members therefor
    • F16D65/097—Resilient means interposed between pads and supporting members or other brake parts
    • F16D65/0973—Resilient means interposed between pads and supporting members or other brake parts not subjected to brake forces
    • F16D65/0974—Resilient means interposed between pads and supporting members or other brake parts not subjected to brake forces acting on or in the vicinity of the pad rim in a direction substantially transverse to the brake disc axis
    • F16D65/0977—Springs made from sheet metal
    • F16D65/0978—Springs made from sheet metal acting on one pad only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2250/00—Manufacturing; Assembly
    • F16D2250/0084—Assembly or disassembly

Definitions

  • the invention relates to a disc brake for a commercial vehicle according to the preamble of claim 1.
  • an action-side brake pad is pressed against a vehicle-side brake disc when braking by means of a clamping device that can be actuated pneumatically or by an electric motor.
  • a clamping device that can be actuated pneumatically or by an electric motor.
  • the brake caliper relative to the brake disc, is displaced counter to the application direction of the action-side brake pad, taking along and pressing the opposite, reaction-side brake pad to the other side of the brake disc.
  • a pad spring designed as a leaf spring is provided on each of the two brake pads. After being inserted into their pad shaft, the pad carriers are each held by the pad springs, which in turn are secured together in the mounted position by a holding bracket acting from the top on the leaf spring and extending transversely to the longitudinal axis of the leaf spring.
  • tabs provided with undercuts are formed on the pad carrier (or the pad carrier plate) and pass through slot-shaped recesses in the pad spring, which engage behind the undercuts, so that a form fit is formed by which the pad spring is held in the radial direction in such a way that automatic loosening in a relaxed or partially relaxed position is impossible.
  • the brake caliper has a central caliper opening above the brake disk, through which the two brake pads can be inserted into the pad shafts, which enables the brake pads to be changed easily. On the other hand, it makes this necessary.
  • the brake pads in the pad shafts can also be secured radially in a simple manner—in relation to the axis of rotation of the brake disc to the outside in the context of this application.
  • the invention is based on the object of further developing a disc brake of the generic type in such a way that good braking behavior is achieved with structurally simple means.
  • a further object is to provide a corresponding set of brake pads.
  • Claim 1 creates a disc brake for a commercial vehicle, with a brake caliper that overlaps a brake disc and is preferably designed as a sliding caliper, which is arranged on a stationary brake carrier and with an application device for applying the brake, two brake pads, each with a pad carrier and a friction lining attached thereto have, one of which can be pressed against the brake disc as the application-side brake pad by means of the application device on one side of the brake disc and the other is arranged as the reaction-side brake pad on the opposite side of the brake disc, and which are each inserted into a pad shaft of the brake carrier, wherein the brake caliper has a central caliper opening above the brake disc, through which the two brake pads can be inserted into the respective pad shaft of the brake carrier, and wherein a hold-down clip is provided, which is designed in such a way that it radially secures only the reaction-side of the two brake pads in its pad shaft in the brake carrier, wherein the hold-down clip is held on the brake caliper with
  • an advantageous disc brake and a particularly advantageous brake pad on the reaction side and an associated hold-down clip are created in this way, which has a simple and short design that is advantageously limited to the function of holding down the radial brake pad.
  • the short hold-down bracket leads to a reduction in the weight and cost of the brake due to the reduced use of material.
  • This is supplemented by an advantageous arrangement of the brake pad on the application side in its pad shaft in the brake carrier, where it is simply radially secured by positive locking, in particular by lateral projections.
  • the two brake pads are secured radially differently in the brake carrier in such a simple and good manner, as a result of which the entire disc brake is advantageously further developed and optimized.
  • the design of the brake lining on the application side also reduces the effect of oblique wear.
  • the brake pad on the application side can have a pad spring which - preferably in a central area - is held or secured on the brake pad on the application side and has the ends which rest resiliently on the brake carrier horns of the brake carrier, so that the brake pad on the application side preferably rests in its inner Pad shaft in the brake carrier is drawn radially upwards.
  • the brake pad on the application side is pulled radially outwards in the pad well (away from the axis of rotation of the brake disk) by the pad spring, so that it sits particularly well and securely in the pad well.
  • the assembly of the brake pad on the application side is very simple in this way.
  • Each of the two brake pads is simply and securely mounted in its pad shaft.
  • the hold-down bracket only completely or partially overlaps one of the two brake pads axially parallel to the brake disk in order to secure it. In this way, this pad is held radially "from above” in the pad shaft of the brake carrier or the brake caliper and secured against (excessively large radial) movements.
  • the radially secured or held down reaction-side brake pad can be inserted into a pad shaft of the brake carrier. It is a particularly preferred embodiment that both brake pads are arranged in pad shafts of the brake carrier and can be inserted through the opening in the brake caliper - which is a mounting opening for the brake pads - essentially radially from above and, if necessary, additionally through an axial one smaller movement.
  • a brake carrier with pad slots on both sides of the brake disc is very stable and beneficial.
  • the pad well supports the pad circumferentially and radially downward toward the brake disc.
  • the axially “short” hold-down bracket then secures one brake lining against falling out and excessive radial movements, possibly supported by a spring arranged in between.
  • the other brake lining is secured radially in a different advantageous manner--not by the same hold-down bracket.
  • Securing the reaction-side brake pad with the "short" hold-down clip has the advantage that it is easy to implement, especially if it is held axially immovably in the brake caliper and does not move relative to the brake caliper during braking, especially in the area of its back plate or pad carrier plate.
  • the hold-down bracket can be detachably or non-detachably fastened to the brake caliper or can be designed in one piece with it.
  • the hold-down bracket can rest on the pad carrier or reach behind it and interact with it in this way. It can also interact with it in a form-fitting manner, for example with a projection engaging in it in a form-fitting manner in the area of a corresponding depression (or vice versa).
  • the hold-down clip can be captively connected to the lining, in particular captively connected to the lining carrier. This has the advantage that this assembly is completely installed and thus incorrect installation is excluded. In this case, incorrect installation means that the back plate would be installed towards the brake disc.
  • connection between hold-down bracket and brake lining can be made via a hood, in which case one or more tabs are provided, which completely or partially encompass the hold-down bracket and are then assembled by welding, riveting, wobbling or similar methods in such a way that disassembly is no longer possible without destroying a component .
  • the grip can be backwards, as shown in the sketches, or upwards.
  • connection can also be made using a collar bolt which, for example, is passed through the hold-down bracket and welded or riveted to the hood (material-positive or non-positive).
  • connection can also be made via a bolt that is fixed or movable in the backing plate.
  • the hold-down bracket can also fully or partially reach through the backing plate. Subsequently, in such a variant on a Hold-down bracket permanently attached a spring, so that the hold-down bracket - as already mentioned above - is captively connected to the covering.
  • the pad retaining spring can be shifted away from the pad.
  • the temperatures are usually lower than directly on the base, which has a positive effect on the service life and the greater choice of spring materials. Since the springs are protected against corrosion with a coating, where the temperature also affects the service life, there could also be an improvement here.
  • the hold-down bracket is connected to the floor covering firmly or with play to compensate for tolerances. In this case, the spring presses the hold-down bracket down. The pad is pressed down onto the brake carrier via the hold-down bracket.
  • This suspension can be achieved using different spring designs, e.g.: leaf springs, spiral springs, torsion springs, ...
  • the hold-down bracket can be locked or held on the lining and/or on the brake caliper simply by means of one or more fastening means, in particular bolt(s) or clamp(s) or one or more screw(s).
  • the hold-down bracket prefferably fixed in a non-detachable manner on a part of the brake lining on the reaction side. It can, for example, also be attached to the lining carrier in a materially bonded manner, for example by welding.
  • the invention also provides an advantageous brake pad for a disc brake according to one of the claims relating thereto, which has a pad carrier and a friction lining fastened thereon, which brake pad is designed to interact with the hold-down bracket.
  • the hold-down bracket and the brake pad can - but do not necessarily have to - form a structural unit.
  • the hold-down bracket is designed in such a way that it radially secures only the brake pad on the reaction side in its pad shaft on a disc brake.
  • the hold-down clip is fixed to the reaction-side brake pad, since it is fixed axially in the brake caliper is and is not shifted in this with increasing wear.
  • the invention can be easily implemented here. However, it is not limited to this variant.
  • a cable bridge is provided on which at least one signal cable is arranged and held, which cable bridge bridges the opening of the brake caliper and which is attached directly or indirectly to the brake caliper in at least two areas. In this way, a signal cable can easily be laid over the opening of the brake caliper, despite the "short" hold-down bracket.
  • a brake pad set is also created with a reaction-side brake pad according to one of Claims 22 to 27 with a reaction-side brake pad and with a brake pad on the application side, the brake pad on the application side being secured radially in the brake carrier by means of at least one positive-locking element on the pad carrier and having a pad spring which is attached to the brake pad on the application side is secured and wherein the pad spring has ends that are designed to rest resiliently on brake carrier horns of an associated brake carrier and that the reaction-side brake pad is designed to cooperate with a hold-down bracket, which hold-down bracket is formed such that it only one of two of the two brake pads in radially secured in its pad shaft on a disc brake.
  • the brake pad on the application side does not require a hold-down bracket for radial securing.
  • this lining reduces the effect of oblique wear.
  • the reaction-side lining does not necessarily have to have this design. Rather, it can also be designed without projections. Then the "short" hold-down bracket is particularly advantageous. Overall, a very cost-effective disc brake with two brake pads that are optimally adapted to their tasks as a set of pads is created in this way.
  • a disc brake for a commercial vehicle is also advantageously created, with a brake caliper that overlaps a brake disc and is preferably designed as a sliding caliper, which is attached to a stationary brake carrier and has a central caliper opening above the brake disc, with an application device for applying the brake, and with two Brake pads that can be inserted through the caliper opening, each with a pad carrier and a friction lining fastened thereon, one of which can be pressed against the brake disc by means of the clamping device as an application-side brake lining on one side of the brake disc and the other of which is arranged as a reaction-side brake lining on the opposite side of the brake disc, and wherein a hold-down bracket is provided , which is designed in such a way that it radially secures only one of the two brake pads in the pad shaft or holds it down radially relative to the axis of rotation of the brake disc.
  • the present invention also relates to a disc brake with an advantageous brake carrier (claim 14).
  • Generic brake carriers for disc brakes of commercial vehicles that can be actuated pneumatically or by an electric motor essentially have a connection area which is intended for attachment to a vehicle axle, for example by screwing to an axle flange of such a vehicle axle, and a pad shaft for receiving and supporting at least one brake pad.
  • the pad shaft is formed by a bridge with bearing surfaces for radial support of the brake pad and carrier horns projecting from this, the carrier horns guiding the respective brake pad laterally and absorbing the braking forces transmitted from a brake disc to the brake pad during a braking process.
  • brake carriers that overlap the brake disk and have two lining shafts for accommodating a brake lining on the application side and a brake lining on the reaction side.
  • the brake pad on the application side is defined here as the brake pad that is moved or driven directly by an application unit of the disc brake.
  • the reaction-side brake pad is also defined here as the second brake pad, which is pressed against the reaction-side friction surface of the brake disc by a movement of the brake caliper after the application-side brake pad has been pressed onto the brake disc.
  • the brake pad is inserted radially to the axis of rotation of the brake disc, along the inner surfaces of the carrier horns into the pad shaft of the brake carrier. If the inner surfaces of the carrier horns are flat and the geometry of the pad shaft is essentially rectangular, this makes it very easy to insert the brake pad from above through a pad shaft opening of a disc brake caliper directly into the pad shaft.
  • a brake carrier in which the carrier horns are designed in such a way that one or both of the brake pads are fixed radially in a form-fitting manner on one or both of the respective carrier horns, it is necessary, after a first radial movement through the opening of the brake caliper, to first release the respective brake pads to move axially parallel to the vehicle axis in the pad shaft until respective projections on the side walls of the brake pads and corresponding recesses on the insides of the support horns of the brake carrier overlap, so that the brake pad reaches a pushed-in position in which the brake pad then moves in the direction of the axis of rotation of the brake disc can be pushed into the lining shaft.
  • a brake carrier is, for example, from DE 10 2015 114 351 A1 known.
  • the brake carrier for a pneumatically or electric motor-actuated disc brake of a commercial vehicle then has a connection area for fixing to a vehicle axle, at least one pad shaft for receiving and supporting at least one brake pad.
  • the coating shaft is formed by an inlet-side carrier horn, an outlet-side carrier horn and a bridge connecting the inlet-side carrier horn and the outlet-side carrier horn. Areas of the bridge adjoining the carrier horns form contact surfaces for radial support of the brake lining.
  • respective guide contours are arranged for guiding the brake pad into a slide-in position to the side of the pad shaft, in which position the brake pad can be inserted axially to the vehicle axis into the pad shaft between the carrier horns.
  • a side edge of a pad carrier plate of the brake pad abuts the guide contour and is guided along the guide contour into its correct insertion position.
  • the bearing surfaces for radial support of the at least one brake pad are enlarged laterally by a mounting area for limiting the sliding movement of the brake pad into the pushed-in position laterally of the pad shaft. This enables the brake pad to be pushed into the pushed-in position in a simple manner, in which the brake pad can be pushed forward in the pad shaft parallel to the axis of rotation of the brake disc.
  • the guide contours are formed as thickened material of the support horns on the side surfaces of the support horns. In this way, the guide contours can be molded onto the carrier horns in a simple manner during the casting process of the brake carrier.
  • the guide contours are preferably shaped in such a way that they are shaped so that they run towards one another towards the bridge.
  • the guide contours each have at least one straight guide area, which allows the respective brake pad to be guided into the exact central position when it is initially positioned laterally.
  • a receptacle for receiving a respective projection of the pad carrier plate is preferably formed below the projections, with the Guide contours each end at a side edge of the respective recording.
  • the brake pad can always be guided into the correct insertion position along one of the guide contours.
  • the disc brake according to the invention has a displaceable brake caliper which overlaps a brake disc, brake pads which are arranged on both sides of the brake disc in a pad shaft of a brake carrier and have a pad carrier plate and a friction lining which is fastened thereto.
  • the brake pads are held on the inlet side and outlet side radially to the axis of rotation of the brake disk in a form-fitting manner on carrier horns of the brake carrier, with the brake carrier being designed as described above.
  • only the application-side support horns have the guide contours for guiding the brake pad into a pushed-in position to the side of the pad shaft.
  • a disc brake for a commercial vehicle is shown in each case.
  • the disc brake has a brake caliper 1 that overlaps a brake disc 2 .
  • An associated electrical or pneumatic actuator eg a brake cylinder
  • the Brake disk 2 has an axis of rotation D of the brake disk.
  • the brake caliper 1 is arranged on a brake carrier 3 .
  • the brake caliper 1 is arranged on the brake carrier 3 so that it can be displaced axially in relation to the brake disk 2 in the direction of the brake disk axis of rotation D (to which terms such as “axial” and “radial” refer here).
  • the brake caliper 1 is mounted on guide rails 4, which cannot be seen in detail here, and which are connected to the brake carrier 3, which is held stationary on the vehicle.
  • the brake caliper 1 comprises an application section 1a, a caliper back 1b and two tension struts 1c.
  • the application section 1a accommodates an application device (not shown) of the disc brake 1 .
  • the application section 1a runs with one side parallel to the plane of the brake disk 2 on one side of the brake disk 2.
  • the caliper back 1b is arranged on the other side of the brake disk 2, also running parallel to the brake disk 2, the caliper back 1b is arranged.
  • the back of the saddle 1b is connected to the application section 1a at each end with a tension strut 1c.
  • the tension struts 1c run essentially at right angles to the application section 1a and to the back of the saddle 1b.
  • the application section 1a, the caliper back 1b and the tension struts 1c define a central opening 1d between them, which spans the brake disc 2.
  • the opening 1d has an imaginary longitudinal center line which lies in the plane of the brake disc 2 and connects the imaginary centers of the tension struts 1c.
  • the opening 1d has a further imaginary transverse center line which connects an imaginary center of the clamping section 1a to an imaginary center of the saddle back 1b.
  • a brake lining 100, 200 is provided on both sides of the brake disc 2 (in 9 not shown).
  • the central caliper opening 1d above the brake disk is designed or dimensioned in such a way that the two brake pads can be inserted through the caliper opening into the brake carrier, which enables a simple pad change.
  • Braking takes place by means of the application device arranged in a receiving space in the application section 1a of the brake caliper 1 with a brake lever which is positioned in a dome or the application section 1a of the brake caliper 1 .
  • the clamping device is actuated by an actuator, not shown. It is preferably pneumatically actuated or electromechanically. For this purpose, it is preferably provided with a brake cylinder that can be arranged on the brake caliper of the disc brake (not shown here).
  • the two brake pads 100, 200 can be pressed against the brake disc 2 on both sides during braking.
  • the brake pad 100 on the application side makes contact with the brake disc 2 in an embodiment as a sliding caliper brake during braking.
  • the brake caliper 1 is displaced in the opposite direction by means of reaction forces that occur, taking the brake pad 200 on the reaction side with it, until it also comes to rest rubbing against the brake disc 2.
  • Each of the brake pads 100, 200 - see 3 , 4 and 11 and 16 Each has a pad carrier 110, 210 and a friction pad 120, 220 fastened thereto on the side facing the brake disc 2, which is pressed against the brake disc 2 during operation, ie during braking.
  • the brake linings 100, 200 can be reached through the central opening 1d for replacement and maintenance. They can be inserted "from above” radially through this central opening 1d into associated cover shafts and removed from them again.
  • the terms “above” and “below” are used in this sense below.
  • a lining shaft 11 on the application side for the brake lining 100 on the application side is formed in the brake carrier 3 on the side of the application device or in a section of the brake carrier on the application side. This is in Fig. 1b to recognize.
  • the brake carrier 3 surrounds an upper edge region of the brake disc 2 like a frame and has a clamping-side section and a reaction-side section.
  • a second pad shaft 12 for the reaction-side brake pad is then preferably also formed in the brake carrier 3 (on the reaction side, see FIG Fig. 1a and b).
  • the reaction-side pad well 12 for the reaction-side brake pad 100 can alternatively also be formed in the brake caliper 1 (if the brake carrier has only one section on the application side and no section on the reaction side; not shown here).
  • the coating shafts 11, 12 are (see Fig. 1a and 1b ) each side (or in the direction of rotation U and against the direction of rotation U) by support surfaces 11a, 11b; 12a, 12b on brake carrier horns 13, 14 and 15, 16 and each have a pad shaft bottom 11c, 12c, which is formed between the brake carrier horns 13 and 14 or 15 and 16.
  • the brake pad 100 on the application side and the brake pad 200 on the reaction side are designed differently here.
  • the application-side brake lining 100 can in turn be designed in a wide variety of ways. In the 2 and 3 The representation chosen is particularly advantageous in this respect, but not mandatory.
  • the application-side brake pad 100 of 2 and 3 (for the brake of the 1 and the 9 suitable) has the lining carrier 110 and the lining material 120 which is arranged on one side and which is directed towards the brake disc 2 in the installed state.
  • the pad carrier 110 in turn has two side edges 111, 112 which are parallel to the associated support surfaces of the brake carrier horns 13, 14.
  • one side edge 111 is formed on the outlet side and thus serves as a support surface when braking from the forward travel direction.
  • the further side edge 112 is formed on the inlet side. It serves as a support surface when braking from the reverse direction.
  • each projection 113, 114 engages in an associated undercut 17, 18 of the brake carrier 3 (see Fig. 1b ), each of which is formed in the brake carrier horns 13, 14 of the pad shaft 11 on the brake application side.
  • the projections also serve as additional support areas when braking. When changing the new brake pad 100 is inserted radially and then moved axially so that the projections 113 and 114 engage in the undercuts 17, 18.
  • the undercuts 17, 18 are preferred formed in the support surfaces of the carrier horns of the brake carrier 3 lying in the two circumferential directions.
  • the brake pad 100 on the application side can also have a pad spring 130 .
  • This is secured to the brake lining on the application side.
  • the pad spring 130 here engages centrally under a retaining clip 115 which is integrally formed on or with the pad carrier 110.
  • the pad spring 130 is secured radially in this way.
  • the pad spring 130 also has a slot 131, 132 on each side of the retaining clip, through which tabs/projections 116, 117 on the upper side of the pad carrier 110 pass. In this way, the pad spring 130 is secured axially and against unscrewing. Ends 133, 134 of the pad spring 130 are preferably on the brake carrier horns 13, 14 resiliently.
  • the brake pad 100 on the application side is pulled upwards in its pad shaft 12 in the brake carrier 3 by spring preload. In this way, the brake pad 100 on the application side is secured and held in the brake carrier 3 well, in particular radially. It therefore does not require a hold-down bracket fixed to the brake caliper.
  • the spring also prevents rattling very well.
  • the reaction side brake pad 200 of FIG 4 or the 11 again has a pad carrier 210 and the pad material 220 arranged on one side thereof, which is directed towards the brake disc 2 in the installed state.
  • the pad carrier 210 in turn has two side edges 211, 212, which are aligned parallel here and also parallel to the associated support surfaces 12a, b of the brake carrier horns 15, 16 of the reaction-side pad shaft 12 of the brake carrier 3 ( Fig. 1a ) lie.
  • one side edge 211 is again formed on the outlet side and thus serves as a support surface when braking from the forward travel direction.
  • the further side edge 212 is again formed on the inlet side. In this way, it primarily serves as a support surface when braking from the reverse direction.
  • the reaction-side brake pad 200 has - see 4 and 5 and 12, 13 and 15 - a pad spring 230 on.
  • the pad retaining spring 230 is preferably provided with a hood 240 - figure 5 , 6 , 8th and 12 , 13 and 15 - permanently attached or arranged/held.
  • the hood 240 can preferably be deflected to a limited extent on the lining carrier 210 .
  • a hold-down bracket 250 is provided (insofar as this is the case). This can be designed in one piece or in several pieces.
  • the hold-down bracket 250 is fixed at one end 251 to the brake caliper 1, so that it does not become detached from it when the brakes are applied. To change the pads, however, it can be detached from the brake caliper 1.
  • the hold-down bracket 250 is designed and dimensioned in such a way that it only holds down one of the two brake pads 100 , 200 .
  • this is the reaction-side brake pad 220, which it holds down, but not the application-side brake pad 100, which it does not radially secure or hold down.
  • the hold-down bracket 20 is preferably a rather flat component perpendicular to its axial direction. This is advantageous but not mandatory. However, the result is a space-saving design.
  • the cross section of the hold-down bracket 250 can preferably be rectangular with two parallel narrow sides and two parallel long sides.
  • this hold-down bracket 250 interacts with the brake lining 220 .
  • the brake pad 220 is adapted to be held down by this hold down bracket 250 directly or via one or more intervening elements. It extends from the back of the brake caliper 1b, parallel to the axis of the brake disc, into the caliper opening 1d, into which it protrudes, but which it does not completely bridge. Its end 252 facing away from the brake caliper 1 overlaps the pad carrier 210 of the reaction-side brake pad 200. However, this end 252 preferably does not also overlap the brake disc 2 and more preferably not also the application-side brake pad 100 (see FIG 1 and 9 ).
  • the caliper opening 1d is not completely overlapped in the axial direction (parallel to the brake disk).
  • This hold-down bracket 250 is therefore structurally simple and yet very safe. He just has to be on one edge of the Opening 1d are attached to the caliper 1, preferably on the back of the caliper 1b.
  • the end 252 of the hold-down clip 250 facing away from the brake caliper 1 overlaps at least the pad carrier 210 of the reaction-side brake pad 200. Starting from the brake caliper 1, it also preferably overlaps the hood 240, through which the pad spring 230 or part of the pad spring 230 passes.
  • the hold-down clip 250 only overlaps the reaction-side brake pad 200 axially and thus secures it radially, but is not fastened to the brake pad 200 . Good radial securing of the reaction-side brake lining 200 is achieved in this way.
  • the hold-down bracket 250 is also fastened to the brake lining 200 on the reaction side. In this way, an assembly unit that is easy to handle is formed, which facilitates changing the pads.
  • the hold-down bracket 250 is non-detachably fastened to the brake pad 200 on the reaction side.
  • this structural unit also advantageously includes pad spring 230. And more preferably, this structural unit also advantageously includes hood 240.
  • the hold-down bracket 250 can be attached to the reaction-side brake pad 220 in various ways, for example by means of a positive or material connection with a part of the reaction-side brake pad 220.
  • a variant of this part is available - see FIG 16 - the pad carrier 210 or the pad spring 230 is recommended (neither shown). And this part can also be the hood, if available 240 on. This advantageous variant is in the drawings Figures 1 to 15 been realized.
  • the hold-down bracket 250 can be materially connected to the hood 240, for example welded or soldered to it directly or indirectly (via an intermediate part such as a bolt).
  • the hold-down bracket 250 may also be bolted to the hood 240 or attached to the hood 240 with a rivet (not shown).
  • the hood 240 is a one-piece molded part such as an arm or arms or even a peripherally closed ring 245 ( 6 ) which/which is/are preferably formed in one piece with it and with which the hold-down bracket 250 is non-detachably connected to the hood 240.
  • the ring 245 is preferably penetrated by the hold-down bracket 250 ( 4 ).
  • the hold-down clip 250 can be fixed to the ring 245 in a materially bonded manner, for example by welding.
  • the hold-down bracket 250 can be stepped. This serves, among other things, to compensate for a height offset to the brake caliper 1 .
  • This Z-shape can also be used for a simple and uncomplicated fixing of the hold-down bracket 250 on the brake caliper 1.
  • One end of the hold-down bracket 250 which is attached to the brake caliper 1, can be fixed there in a wide variety of ways. It is advantageous to use a pin 255 ( Fig. 1a , 9 ) on the brake caliper 1 to be fixed positively.
  • the pin 255 passes through openings 1e, which are bores here, in two spaced tabs 1f on the brake caliper 1 and engages over the hold-down bracket 250, the end 251 of which lies on the brake caliper 1 between the tabs 1f.
  • a T-shaped configuration of the end 251 here ensures that the hold-down clip 250 cannot slip through the tabs 1f in the axial direction.
  • the hood 240 is provided for the preferably non-detachable connection of the pad retaining spring 230 to the pad carrier 210, which, as in particular in 4 and also 15 to see, preferably has a cross-section that is almost rectangular, with two parallel legs 241, 242, which are connected to one another by a web 243 above the pad carrier 210 and a further web 244 (which passes through an opening of the pad carrier 210).
  • a longitudinal slot 233 is made in the pad retaining spring 3, through which one of the legs 242 of the hood 240 is inserted, which, like the opposite leg 241, rests or almost rests on an associated broad side of the pad carrier 210.
  • pad retaining spring 230 is preferably wider or thicker than the axial thickness of pad carrier 210, so that pad retaining spring 230 protrudes in the direction of friction lining 220, while its other longitudinal edge is approximately aligned with the rear side of pad carrier 210.
  • the connecting web 244 which runs parallel to the web 243 , connects to the leg 241 at the bottom.
  • a non-destructive detachment of the hood 240 is ruled out by a preferably material connection, as a result of which a secure attachment of the pad retaining spring 230 is ensured.
  • the hood 240 can also be fastened to the pad retaining spring 230 or the pad carrier 210 in a materially bonded manner.
  • the legs 241, 242 are preferably trapezoidal in plan, with the broad side being formed by the web 243, while the connecting web 244, which here slidably passes through the through-hole 215 in the pad carrier 210, defines the narrower side.
  • the longitudinal slot 233 is preferably arranged approximately in the middle in relation to the longitudinal extent of the pad retaining spring 230 . It is very particularly preferably arranged exactly in the middle (see also the patents for background information EP 1 963 702 B1 and the EP 2 255 101 B1 ).
  • the hood 240 can preferably be radially deflected to a limited extent on the lining carrier 210 . For this purpose, the hood 240 penetrates the through hole 215 with the web 244.
  • reaction-side brake pad 220 does not change its position in the brake caliper 1 even with increasing wear, it is possible to form the hold-down bracket 250 directly as a structural unit with the reaction-side brake pad 200 .
  • the hood 240 is particularly suitable for this purpose, which is expanded by another, previously unknown function - the fixation of the hold-down bracket (see also in figure 4 , 11 and 5 and 12).
  • a particularly advantageous reaction-side brake pad 200 is created, which has a short hold-down bracket 250, which is advantageously limited to the function of holding down this one brake pad, and has a design as a preferably integrated component.
  • Advantages that should also be mentioned are simple assembly, reduced manufacturing costs, lower loads and a guarantee of correct installation.
  • the hold-down bracket 250 is designed with this brake lining as a structural unit which is exchanged as a whole when the lining is changed. This is simple and leads to a replacement of all elements to be changed on the "reaction-side pad” assembly (brake pad, pad spring, if present: hood and hold-down bracket).
  • Figures 9 to 15 provided to use a pin (collar bolt, headed bolt or the like.) 254 for fastening the hold-down bracket 250 to the hood 240 and thus to the brake lining 200 .
  • the pin 250 passes through the hold-down bracket in the area of a bore 253 ( 14 ) radially and is, for example, welded to the hood 240 or fastened there in some other way (eg by riveting, pressing, etc.).
  • Ring 245 may be formed from tabs of hood 240 and may be closed or non-closed.
  • the hold-down clip 250 can also be arranged directly on the pad spring 230 or on the pad carrier 210 (the latter variant is shown in an example in 16 shown).
  • the lining carrier 210 proves 16 an opening 216 into which the end 252 pointing towards the pad carrier 210 (this also means "a section closer to the pad carrier 210") of the hold-down bracket 250 engages.
  • the opening 216 can be designed in the manner of a blind hole or as a through opening.
  • the other end 251 of the hold-down bracket 250 (or one closer to the brake caliper 1 lying area) can be fixed positively and/or materially to/in the opening 1d (preferably non-detachably).
  • the end 251 of the hold-down bracket 250 that is closer to the brake caliper 1 faces the brake caliper 1 and is (preferably detachable) positively and/or materially connected there (in a manner not shown here, e.g. similar to Fig. 1a or 17 fixed.
  • a spring 256 can be provided on the hold-down bracket 250, which can be used to resiliently support this brake pad 210 relative to an abutment such as the brake caliper 1 (not shown here).
  • the hold-down bracket 250 can in this way reach through the lining backing plate or the lining carrier 210 in whole or in part.
  • the spring 256 is then attached to the hold-down bracket.
  • the hold-down bracket—as already mentioned above—together with the spring 256 is captively connected to the brake lining 200 on the reaction side.
  • the pad retaining spring is thus shifted away from the brake pad 200 or spaced axially. This offers the advantages described at the outset.
  • the hold-down bracket 250 has a through opening 257 (e.g. a bore) preferably parallel to the brake disc 2 in order to hold one end 251 of the hold-down bracket 250, which is attached to the brake caliper 1, there with a bolt or pin 255, the here runs parallel to the brake disc 2 level.
  • the bolt or pin 255 passes through the through opening 257 and the tabs 1f on the brake caliper 1.
  • the bolt or pin 255 has a head 255a at one end outside the two tabs 1f and is attached to a securing element 260 (here washer and cotter pin). secured at its other end.
  • a form-fitting means such as a projection 258 at the bottom of the pad retaining bracket at the other end 252 of the hold-down bracket on the pad carrier 210 or on the pad spring 230 interacts in a form-fitting manner with a corresponding form-fitting means on the pad carrier 210, so that the brake pad is fixed axially and radially.
  • the end 251 of the hold-down clip 250, which is fastened to the brake caliper 1 also engages axially in a recess 1g in the brake caliper 1, which additionally secures the hold-down clip 250 on the brake caliper.
  • a contour 2502 (a kind of projection) at the end 251 of the hold-down clip 250 on the brake caliper 1 limits the twisting of the hold-down clip 250, which is preferably not connected to the brake pad 200 here, and ensures that a predetermined envelope contour of the brake is maintained. In the variants mentioned above, this is also achieved by the end 251 of the hold-down bracket 250 implemented on brake caliper 1.
  • Another contour 2501 (a downward projection) on the hold-down bracket, which is pushed into the recess 1g, facilitates the assembly of the hold-down bracket 250, which must be pressed against a pad spring 230 in order to insert the bolt 255.
  • the hold-down bracket 250 is releasably fastened to the brake caliper 1 in a simple manner with one or more screws 259 which are screwed into the brake caliper 1, for example in the radial direction here.
  • a through-opening 257 or through-openings 257 for the bolt or pin 255 for fastening or holding the hold-down bracket 250 can have a round cross-section or another, such as an angular one (shown in Figure 19a , Figure 19b ; Figure 20a , Fig. 20 b) .
  • the pin can be in the form of a round pin or a flat bar (not shown here, which can also be bent at one end or have an angled section or an enlarged head so that it rests against the through-opening on one side and not through it this can slip through).
  • On the other side of the through hole it can be secured with a cotter pin or nut on a threaded section or with any other suitable means.
  • the pin 255 in the form of the flat bar is inserted through one or more through-opening(s) 257 of the hold-down bracket 250 and one or more corresponding through-opening(s) of the tab or tabs 1f on the brake caliper 1 and fixed. In this way, an anti-twist device for the hold-down bracket 250 is also implemented.
  • the hold down bracket 250 can be manufactured in a number of ways. It can be used as a stamped/bent part (see e.g Figure 19a (as a flat web with two tabs 261 resting flat on the brake lining 200) or Figure 20a (as a flat web resting perpendicularly on the brake lining 200)) or, for example, as a cast part or as a part manufactured in some other way.
  • a wear sensor (not shown here) is integrated into the brake linings or their friction linings 220 in order to detect wear that occurs as a result of braking.
  • a signal cable (not shown here) is connected to each of the wear sensors. At least this shows a conductor, preferably at least one electrical conductor. The at least one conductor can be surrounded by insulation and/or a cable sheath.
  • At least one of the signal cables is routed completely crossing the opening 1d of the brake caliper 1 and (not visible here) led to a brake pad wear determination and possibly display device of the disc brake.
  • the signal cable is arranged and held on a cable bridge 271 .
  • the cable bridge 271 bridges or translates the opening 1d of the brake caliper 1 completely. Preferably, it completely bridges the opening 1d in the axial direction parallel or substantially parallel to the brake disc axis of rotation or axis.
  • the cable bridge 271 can be made of metal. In addition, it can advantageously be designed simply as a stamped/bent part from sheet metal. However, it can also consist of a different material.
  • the cable bridge 271 preferably has a central web section 272 .
  • This web section 272 is configured straight here. In the installed state, it extends parallel to or essentially parallel to the axis of rotation D of the brake disc.
  • the web section 272 preferably has first and second fastening means 273 and 274 at its two opposite ends. These first and second fastening means 273 and 274 of the cable holder or the cable bridge 271 271 serve to fasten the cable holder 271 to corresponding first and second counter-fastening means 275, 276 of the brake caliper 1 - 21 - or an element attached to the brake caliper 1 - 22 .
  • the first and second fastening means 273 and 274 of the cable holder or the cable bridge 271 and the corresponding first and second counter-fastening means 275, 276 of the brake caliper 1 can have a largely tolerance-free first fastening on one side of the opening 1d and on the other side of the opening 1d of the Brake caliper 1 be formed a tolerance-compensating acting second attachment.
  • first and second fasteners 273, 274 may be formed at the opposite ends of the cable holder 271.
  • the corresponding counter-fastening means 275, 276 can then advantageously and simply be designed as screws 275, 276 or pins or the like of the brake caliper 1, which are fixed to the brake caliper 1, for example screwed tightly into bores in the brake caliper 1.
  • the cross section of the web section 272 of the cable holder 271 is preferably U-shaped.
  • the closed side of the U preferably faces the brake pads 100, 200 in order to provide shielding against heat radiated from the brake disc and the brake pads.
  • the signal cable can then be laid into the U-shaped web section 272 and secured therein.
  • lugs 277 can be formed on the web section 272 which, after the signal cable 271 has been inserted into the web section 272, are bent over in such a way that the signal cable is held on the web section 272 completely or essentially peripherally closed in sections.
  • the ridge portion 272 can freely straddle the opening 1d. This means that the web section 272 is only attached at the two ends--for example, to the brake caliper 1 in the manner described above, and preferably not to other elements of the disc brake.
  • the web section 272 can also optionally or alternatively (at one of its ends or more centrally in the web area 271) be fixed to the hold-down bracket 250 which does not completely cross the opening 1d and which only holds down one of the two brake pads 100, 200.
  • a further tab 278 of the web section 272 is fixed to the pad retaining bracket 250 (see FIG 22a -c).
  • This setting can be done in different ways. According to a preferred variant, it can be done in such a way that the tab 278 is placed around a web 262 on the hold-down bracket 250 and encompasses it. It is also advantageous if the web 272 protrudes axially like a kind of finger element from the end of the hold-down clip 250 on which it radially holds down the brake pad assigned to it. In this way, it is possible in a simple manner for hold-down bracket 250 and web section 271 to move relative to one another in a limited manner, in particular to pivot. Such relative movements can occur when braking. The tab 278 can then form the counter-fastening means 276 alone.
  • the hold-down bracket 250 is a part fastened to the brake caliper 1, so that the cable bridge 271 is in turn—indirectly—fastened to the brake caliper 1.
  • the web section 272 can also be fastened to the pad retaining bracket 250 in another way, for example by means of at least one screw or one rivet.
  • the cable bridge 271 is attached to the hold-down bracket 250, in particular to the web 262 of the hold-down bracket 250, non-positively and / or positively.
  • a non-positive connection can be implemented, for example, by laterally clamping the cable bridge 272 to the hold-down bracket 250 (not shown).
  • a lateral—tangential—application in the circumferential direction to the hold-down bracket 250 on a narrow side of the hold-down bracket 250 is possible.
  • a type of cable bridge 272 is formed in this way, which preferably assumes the function of cable routing and thermal and mechanical shielding.
  • the cable bridge 272 is firmly attached on the application side to the brake caliper 1 (screw connection).
  • a type of loose bearing that compensates for tolerances is shown in such a way that the cable bridge is fixed to the pad retaining bracket bolt or pin 255 via a slot.
  • the cable bridge 272 can compensate well for the saddle deformation.
  • the fastening can also be represented in such a way that the pad retaining bolt or pin is designed as a fixed bearing and the fastening to the caliper on the other side of the opening 1d is designed as a floating bearing.
  • the cable routing on the cable bridge 272 is designed so that it is as far away from the brake disc as possible in order to keep the temperature load as low as possible.
  • the cable routing is placed in such a way that it is in the shadow of the axial tie rods of the brake caliper 1, so that it is well protected from foreign bodies (e.g. ice, dirt, stones) which are carried by the rim. This enables the sheet metal thickness on the cable routing to be reduced to a minimum.
  • In 23 1001 is a brake carrier for a pneumatically or electric motor-actuated disk brake of a vehicle, in particular a commercial vehicle, in particular of the type of one or more of Figures 1 to 22 designated.
  • the brake carrier 1001 has a connection area 1002, which is used to fix it to a vehicle axle, for example by screwing it to an axle flange of a vehicle axle of the commercial vehicle (not shown here).
  • connection area 1001 a pad shaft is formed, which serves to accommodate and support at least one brake pad 100.
  • the brake carrier 1001 shown here has two such pad shafts.
  • the brake carrier 1001 is designed in such a way that it overlaps a brake disc of the disc brake and a pad shaft for accommodating a brake pad 1009 is formed on both sides of the brake disc.
  • Each of the covering shafts is formed by an inlet-side carrier horn 1004, 1007, based on a preferred direction of travel "forward of the vehicle", an outlet-side carrier horn 1005, 1008 and a bridge 1003, 1006 connecting the inlet-side carrier horn 1004, 1007 to the outlet-side carrier horn 1005, 1008 .
  • the carrier horns 1004, 1005 and the bridge 1003 designate the application side.
  • an inlet-side carrier horn 1001, an outlet-side carrier horn 1008 and a bridge 1006 are formed on the reaction side of the brake carrier 1001.
  • the lining shaft of the reaction side can be designed in the same way. However, it is also conceivable to design the lining shaft on the reaction side at least slightly differently from the lining shaft on the application side.
  • the areas of the bridge 1003 adjoining the carrier horns 1004, 1005 form bearing surfaces 1031, 1032 which serve to radially support the brake lining 9, with an underside 1096 of the brake lining lying on the bearing surfaces 1031, 1032 in the inserted state.
  • the bridge 1006 on the reaction side of the brake carrier 1001 also has such bearing surfaces 1061, 1062.
  • a pad retaining spring 1010 is preferably held on the top side of the brake pad 1009 opposite the underside 1096 .
  • the pad retaining spring 1010 is preferably fixed to retaining lugs 1098 on the outer edges of the upper side of a pad carrier plate 1091 of the brake pad 1009 .
  • the carrier horns 1004, 1005 each have an inner side 1041, 1051 facing the lining shaft, against which, when the brake lining is installed, at least sections of side surfaces 1092, 1093 of the lining carrier plate 1091 of the brake lining 1009, like those in figure 23 Support surfaces 1097 shown.
  • respective guide contours 1044, 1054 are arranged, which are used to guide the brake pad 1009 into a pushed-in position serve the lining shaft.
  • the position in which the brake lining 1009 can be pushed into the lining shaft between the carrier horns 1004, 1005 axially to the vehicle axis (not shown) or to the axis of rotation of the brake disc is referred to as the insertion position.
  • These guide contours 1044, 1054 are, as in FIGS 24 until 7 shown, preferably as a material thickening of the carrier horns 1004, 1005 on the side surfaces 1042, 1052 of the carrier horns 1004, 1005 formed / formed.
  • the mounting area 1033 defines an additional contact surface of the respective contact surfaces 1031, 1032 of the areas of the bridge 1003 adjoining the carrier horns 1004, 1005, which is created to prevent the brake pad 1009 from shifting past the pad shaft too far in the direction of the axis of rotation of the brake disc .
  • the application-side side surfaces 1042, 1052 of the carrier horns 1004, 1005 also have locating bores 1043, 1053, which are used for the sliding mounting of a brake caliper (not shown).
  • the guide contours 1044, 1054 of the carrier horns 1004, 1005 of a covering shaft to the bridge 1003 are formed towards one another.
  • a first straight area is aligned at an angle to the direction of insertion z and is used to guide the brake pad 1009 into its central position between the carrier horns 1004, 1005.
  • a second rectilinear area is aligned radially, i.e. in the direction of insertion z, so that after reaching the mounting area 1033, the brake pad 1009 can be inserted between the support horns 1004, 1005 axially to the axis of rotation of the brake disc in a direction of insertion y.
  • projections 1045, 1055 are formed on the respective inner sides 1041, 1051 of the carrier horns 1004, 1005, which serve to radially secure the brake pad 109 with a correspondingly shaped pad carrier plate 1091 with lateral recesses 1094.
  • a receptacle 1046, 1056 for receiving a respective projection 1095 of the pad carrier plate 1091 is formed, with the guide contours 1044, 1054 each ending on a side edge of the respective receptacle 1046, 1056.
  • the height h 2 of the projections 1095 preferably corresponds to the height h 1 of the receptacles 1046, 1056 of the carrier horns 1004, 1005, so that the brake lining is radially fixed in the receptacles 1046, 1056.
  • the guide contours 2144, 2154 are designed in the same way as with the brake carrier 2100 described above.
  • the main difference between this brake carrier 2100 and the brake carrier described above is the straight - flat - inner surfaces 2141, 2151 of the carrier horns 2140, 2150, so that with a brake carrier 2100 designed in this way, in addition to the direct insertion of the brake pad between the carrier horns 2140, 2150, a laterally offset one can also be used Insertion of the brake pad is possible in a simple manner, since the exact central alignment of the brake pad here by the guide contours 2144, 2154 and the Mounting area 2131 on the bearing surfaces 2131, 2132 of the bridge 2130 is simplified.
  • the brake carrier 2100 is also designed such that it overlaps a brake disc (not shown), so that the carrier horns 2140, 2150 and the bridge 2130 form a lining shaft on the application side and the carrier horns 2170, 2180 and the bridge 2160 form one on the reaction side Form lining shaft.
  • only the application-side support horns 2140, 2150, 2140, 2150 can be configured with such guide contours 2144, 2154, 2144, 2154 for guiding a brake pad in a pushed-in position to the side of the pad shaft.
  • reaction-side carrier horns 2170, 2180 are preferably designed without such guide contours.
  • the bearing surfaces 2161, 2162, 2161, 2162 of the reaction-side bridges 2160, 2160 are designed such that their width in the direction of the axis of rotation of the brake disc corresponds to the width of the carrier horns 2170, 2180, 2170, 2180.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)
EP17725184.0A 2016-05-20 2017-05-03 Scheibenbremse für ein nutzfahrzeug, bremsbelag und bremsbelagsatz Active EP3458738B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102016109360 2016-05-20
DE102017105641.6A DE102017105641B4 (de) 2017-03-16 2017-03-16 Bremsträger und Scheibenbremse
PCT/EP2017/057857 WO2017198387A1 (de) 2016-05-20 2017-04-03 Scheibenbremse für ein nutzfahrzeug, bremsbelag und bremsbelagsatz
PCT/EP2017/060583 WO2017198467A1 (de) 2016-05-20 2017-05-03 Scheibenbremse für ein nutzfahrzeug, bremsbelag und bremsbelagsatz

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EP3458738B1 true EP3458738B1 (de) 2023-01-18

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WO2017198467A1 (de) 2017-11-23
PL3458738T3 (pl) 2023-05-08
DK3458738T3 (da) 2023-02-27
US11359684B2 (en) 2022-06-14
RU2699955C1 (ru) 2019-09-11
JP2019516928A (ja) 2019-06-20
MX2018014088A (es) 2019-03-28
KR102285893B1 (ko) 2021-08-03
CA3024350A1 (en) 2017-11-23
AU2017266207A1 (en) 2018-11-29
PT3458738T (pt) 2023-02-07
HUE061634T2 (hu) 2023-07-28
EP3458738A1 (de) 2019-03-27
US20190085917A1 (en) 2019-03-21
ES2942629T3 (es) 2023-06-05
JP6790125B2 (ja) 2020-11-25
CN109328273A (zh) 2019-02-12
BR112018072997A2 (pt) 2019-03-06
CN109328273B (zh) 2020-07-17
FI3458738T3 (fi) 2023-04-27
AU2017266207B2 (en) 2019-11-07

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